Methods and systems for electric vehicle (EV) charging and cloud remote access and user notifications

ABSTRACT

Systems and methods for charging an electric battery of a vehicle are provided. The vehicle includes a battery for powering an electric motor of the vehicle. A controller of the vehicle is provided to interface with a battery and to enable control of charging of the battery. The vehicle includes a communications interface for enabling wireless communication with a server, and the server is configured to manage a plurality of user accounts for users. The server is one of a plurality of servers, and the servers providing access to cloud services regarding vehicle use and metrics.

CLAIM OF PRIORITY

This application is a continuation of U.S. patent application Ser. No.15,657,112, filed Jul. 22, 2017, entitled “METHODS AND SYSTEMS FORELECTRIC VEHICLE (EV) CHARGING AND CLOUD REMOTE ACCESS AND USERNOTIFICATIONS,”

-   -   which is a continuation application of U.S. patent application        Ser. No. 15,257,016, filed Sep. 6, 2016, (U.S. Pat. No.        9,718,370, issued on Aug. 1, 2017) entitled “METHODS AND SYSTEMS        FOR ELECTRIC VEHICLE (EV) CHARGING AND CLOUD REMOTE ACCESS AND        USER NOTIFICATIONS,”    -   which is a continuation application of U.S. patent application        Ser. No. 15/161,373, filed on May 23, 2016, (U.S. Pat. No.        9,434,270, issued on Sep. 6, 2016) entitled “METHODS AND SYSTEMS        FOR ELECTRIC VEHICLE (EV) CHARGING, CHARGING UNIT (CU)        INTERFACES, AUXILIARY BATTERIES, AND REMOTE ACCESS AND USER        NOTIFICATIONS,”    -   which is a continuation application of U.S. patent application        Ser. No. 13/937,202, filed on Jul. 8, 2013 (U.S. Pat. No.        9,346,365, issued on May 24, 2016) entitled “METHODS AND SYSTEMS        FOR ELECTRIC VEHICLE (EV) CHARGING, CHARGING UNIT (CU)        INTERFACES, AUXILIARY BATTERIES, AND REMOTE ACCESS AND USER        NOTIFICATIONS,”

U.S. patent application Ser. No. 13/937,202, filed on Jul. 8, 2013claims priority to: (1) U.S. Provisional Patent Application No.61/763,453, filed on Feb. 11, 2013, and entitled “METHODS AND SYSTEMSFOR ELECTRIC VEHICLE (EV) CHARGING, CHARGING UNIT (CU) INTERFACES,AUXILIARY BATTERIES, AND REMOTE ACCESS AND USER NOTIFICATIONS,” (2) U.S.Provisional Patent Application No. 61/757,020, filed on Jan. 25, 2013,and entitled “METHODS AND SYSTEMS FOR CLOUD-BASED DATA EXCHANGES FORREMOTE VEHICLE CONTROL AND DATA SHARING, COMMUNICATION FOR AUTOMATICDRIVERLESS MOVEMENT, ACCIDENT AVOIDANCE CONTROL AND NOTIFICATIONS,” (3)U.S. Provisional Patent Application No. 61/760,003, filed on Feb. 1,2013, and entitled “METHODS AND SYSTEMS FOR VEHICLE SECURITY AND REMOTEACCESS AND SAFETY CONTROL INTERFACES AND NOTIFICATIONS”, which is hereinincorporated by reference, and (4) U.S. Provisional Patent ApplicationNo. 61/745,729, filed on Dec. 24, 2012, and entitled “METHODS ANDSYSTEMS FOR ELECTRIC VEHICLE (EV) CHARGING, CHARGING SYSTEMS, INTERNETAPPLICATIONS AND USER NOTIFICATIONS”, which are all herein incorporatedby reference.

U.S. patent application Ser. No. 13/937,202, filed on Jul. 8, 2016,entitled “METHODS AND SYSTEMS FOR ELECTRIC VEHICLE (EV) CHARGING,CHARGING UNIT (CU) INTERFACES, AUXILIARY BATTERIES, AND REMOTE ACCESSAND USER NOTIFICATIONS,” also claims priority as a continuation-in-partof U.S. application Ser. No. 13/452,882, filed Apr. 22, 2012, (U.S. Pat.No. 9,123,035, issued on Sep. 1, 2015) and entitled “ELECTRIC VEHICLE(EV) RANGE EXTENDING CHARGE SYSTEMS, DISTRIBUTED NETWORKS OF CHARGEKIOSKS, AND CHARGE LOCATING MOBILE APPS”, which claims priority to U.S.Provisional Application No. 61/478,436, filed on Apr. 22, 2011, all ofwhich are incorporated herein by reference.

FIELD OF THE EMBODIMENTS

The present invention relates to systems and methods that enableoperators of electric vehicles (EV) to obtain charge and informationregarding charge availability.

BACKGROUND

Electric vehicles have been utilized for transportation purposes andrecreational purposes for quite some time. Electric vehicles require abattery that powers an electric motor, and in turn propels the vehiclein the desired location. The drawback with electric vehicles is that therange provided by batteries is limited, and the infrastructure availableto users of electric vehicles is substantially reduced compared tofossil fuel vehicles. For instance, fossil fuel vehicles that utilizegasoline and diesel to operate piston driven motors represent a majorityof all vehicles utilized by people around the world. Consequently,fueling stations are commonplace and well distributed throughout areasof transportation, providing for easy refueling at any time. For thisreason, fossil fuel vehicles are generally considered to have unlimitedrange, provided users refuel before their vehicles reach empty.

On the other hand, owners of electric vehicles must carefully plan theirdriving routes and trips around available recharging stations. For thisreason, many electric vehicles on the road today are partially electricand partially fossil fuel burning. For those vehicles that are pureelectric, owners usually rely on charging stations at their privateresidences, or specialty recharging stations. However specialtyrecharging stations are significantly few compared to fossil fuelstations. In fact, the scarcity of recharging stations in and aroundpopulated areas has caused owners of electric vehicles to coin thephrase “range anxiety,” to connote the possibility that their drivingtrips may be limited in range, or that the driver of the electricvehicle will be stranded without recharging options. It is this problemof range anxiety that prevents more than electric car enthusiasts fromswitching to pure electric cars, and abandoning their expensive fossilfuel powered vehicles.

It is in this context that embodiments of the invention arise.

SUMMARY

Embodiments are provided for charge units (CUs) having auxiliarybatteries and interfaces for managing charge to auxiliary batteries andvehicles. The CUs include data interfaces and controls that enable usersto set charging configurations for auxiliary batteries. The auxiliarybatteries are configured to manual loading into a vehicle and connectionto a plug within the vehicle. The auxiliary battery can be connected toa dock of the CU. The dock can be a simple cord connection or can be inthe form of a form factor of the CU. The form factor, in one embodiment,will provide plug/contact interfaces that allow the battery to sit orconnect and interface with the CU. In one example, the dock can be builtinto the CU. In one embodiment, the dock can be an add-on module thatconnects to an existing CU. Once the auxiliary battery is plugged intothe vehicle, the auxiliary battery can provide charge to the vehicle toextend the range. User interfaces are provided to provide drivers withthe auxiliary battery data, such as current use, range provided,extended range, and pairing with specific vehicle models.

In one embodiment, data regarding the vehicle charge state or the chargestate of the auxiliary battery can provided in notifications. The dataexchange can be via portable devices, which enable synchronization ofdata and access to cloud services. In some embodiments, graphical userinterfaces (GUIs) can enable remote access to the CUs and/or thevehicle, to set or control charging parameters.

In one embodiment, a charging unit for charging an electric vehicle isprovided. The charging unit is connectable to a charge source (e.g.,electricity) and has a connector (e.g., cord and plug) for coupling thecharge unit to the electric vehicle. The charge unit including a portfor interfacing with and charging an auxiliary battery. A display has agraphical user interface (GUI) for providing (a) charge statusinformation of a main battery of a vehicle when the vehicle is connectedto the charge unit via the connector and (b) charge status of theauxiliary battery when connected to the port of the charge unit. Thecharge unit further including a communications port for interfacing withcloud services over the Internet. The communications port providing dataof the charge unit to the cloud services, for access and control by aremote computer. The communications port further providing data of thecharge unit to vehicle electronics via cloud services, for display ofcharge status of one or both of the main battery and the auxiliarybattery on a vehicle display.

In one implementation, the charge unit can include a dock connected tothe charge unit via the port, the port provides for interfacingelectrical charge and data between the auxiliary battery and the chargeunit.

In one implementation, the communications port includes a networkinterface card (NIC) for communication with the Internet.

In one implementation, the connector for coupling the charge unit to theelectric vehicle includes cables for transferring charge and exchangingdata, the exchange of data is with automobile logic and the vehicledisplay.

In one implementation, the charge unit is networked to a plurality ofcharge units via cloud services, the cloud services providing useraccounts for accessing data of specific charge units and for controllingcharging functions of the charge units.

A method for managing charging functions of a charge unit over theInternet is provided. The method includes executing charge services tomanage accesses to charge units. The executing can occur, for example,on a server. The method includes receiving a request at the chargeservices to access a charge unit when connected to a vehicle. The methodgenerates status data for the charge unit and state of charge of thevehicle when connected to the charge unit. The method sends anotification to a remote user for display on a portable device or anycomputing device. The notification including the status data havingcurrent charge of one or both of a main battery of a vehicle or anauxiliary battery coupled to the charge unit.

In one implementation, the request is received from one or more of aportable device, a computer, or device having Internet access.

In one implementation, the status data includes an estimated range forcurrent charge of the main battery or the auxiliary battery.

In one implementation, the notification is sent based on predefinedsettings.

In one implementation, the status data includes battery life orprojected battery life. In one example, the status data regarding thebattery life or projected battery life is electronically sharable with athird party that offers maintained or replacement batteries. Forinstance, the user can allow a car dealer to receive notifications whenthe battery life is failing or falling below a threshold. Beingelectronically shareable can include sending emails, sendingnotifications via cloud based user accounts, sending text messages,sending alerts to a main server of a dealer, a store, a reseller, etc.By sharing this information, the user can receive a response regardingavailability or pricing associated with repairing, preplacing orordering a new battery. In this manner, a battery can be obtained,ordered, reserved or paid for before the battery wears out or stopsworking.

In one implementation, the auxiliary battery is paired to a vehicle bymodel type.

In one implementation, charge services include or provide chargestatistics, charge unit location identifiers, charge unit locationshaving nearby consumer services, mapping services to charge units andservices, and mapping services with discounts identified for selectedcharge units.

In one implementation, the charge services include access to anadvertising back-end to accept advertisements for posting at selectedcharge units.

In one implementation, a detection signal is received from the chargeunit to identify when an auxiliary battery is connected to a charge unitand obtaining data from the charge unit regarding the charge status ofthe auxiliary battery, the status of the auxiliary battery saved incloud storage associated with the cloud services.

BRIEF DESCRIPTION OF DRAWINGS

The invention may best be understood by reference to the followingdescription taken in conjunction with the accompanying drawings.

FIG. 1 shows a charge unit (CU) that can be installed in variouslocations, such as a garage of a home, in accordance with one embodimentof the present invention.

FIGS. 2 and 3 are example embodiments of the present invention, where aCU having an auxiliary battery and display screen are shown.

FIG. 4 shows an example of a display GUI of the CU, in accordance withone embodiment of the present invention.

FIG. 5 shows a user holding a device, such as a smartphone or Internetconnected device that can connect to cloud services, in accordance withone embodiment of the present invention.

FIG. 6 shows the vehicle connected to a CU that is a public CU, at aCUIP (charge unit install point), in accordance with one embodiment.

FIG. 7 shows example electronics of a vehicle, in accordance with oneembodiment of the present invention.

FIG. 8 illustrates an example of cloud services interfacing with thevehicle, in accordance with one embodiment of the present invention.

FIGS. 9A and 9B show a side view and a top view of a vehicle withpossible vertical and horizontal acceleration indicated.

FIG. 10 shows various example vehicle behaviors and the accelerationresult.

FIG. 11 shows one such method of producing current via induction. Inthis example, a conducting coil surrounds a magnet.

FIG. 12 illustrates a general diagram of a vehicle, which can beequipped with a plurality of energy producing systems.

FIG. 13 illustrates an example of another type of fuel cell, inaccordance with one embodiment.

DETAILED EMBODIMENTS

Embodiments are provided for charge units (CUs) having auxiliarybatteries or interfaces for managing charge to auxiliary batteries. TheCUs include data interfaces and controls that enable users to setcharging configurations for auxiliary batteries. The auxiliary batteriesare configured to manual loading into a vehicle and connection to a plugwithin the vehicle. Once plugged, the auxiliary battery can providecharge to the vehicle to extend the range. User interfaces are providedto provide drivers with the auxiliary battery data, such as current use,range provided, extended range, and pairing with specific vehiclemodels. In one embodiment, data regarding the vehicle charge state orthe charge state of the auxiliary battery can provided in notifications.The data exchange can be via portable devices, which enablesynchronization of data and access to cloud services. In someembodiments, graphical user interfaces (GUIs) can enable remote accessto the CUs and/or the vehicle, to set or control charging parameters.

A number of embodiments are described below, with reference to specificinventive implementations and/or sub-embodiments that relate to electricvehicles, charging methods, wireless device synchronization to exchangeinformation regarding charging events, cloud based processingtechnologies to share charge availability information, discounts acrossa charge supply grid, geo-location mapping and charge finding, userinterfaces, charge unit identification systems, user interfaces to unifyacquisition of charge, reservation of charge, charge units with colorindicators to signal charge status and availability, charge supplysystems and infrastructure for connecting charge to electric vehicles(EVs), cloud based databases and distributed data centers for trackingcharge usage and sharing charge usage with charge providers, utilities,drivers of EVs, owners of charge units (CUs) and owners or managers ofcharge unit install points (CUIPs).

In one implementation, the listed embodiments may be viewed broadly todefine separate defined embodiments. In other implementation, the listedembodiments may be combined with one or more of the respectively listedembodiments to define unified embodiments. Therefore, the headings notedin the following sections are only provided for ease of reference anddiscussion, along with the appended drawings.

Methods and systems for charge units that can include user interfacesand connections with auxiliary batteries. FIG. 1 shows a charge unit(CU) 104 that can be installed in various locations, such as a garage100 of a home, in accordance with one embodiment of the presentinvention. Other locations can include anywhere power can be provided toa charge unit (CU) or where charge can be generated, such as by solarpanels or the like. Thus, the example of a home garage is only providedto illustrate one implementation.

In one embodiment, the CU 104 can include a display graphical userinterface (GUI), a wireless connection 105 for communicating with cloudcharge services. Connections can also be wired, such as by Ethernetwires or the like. The display GUI 106 can provide various types ofinformation, such as the charge level of the vehicle 102. Other examplesof information provided, or requests made to the CU from a remote accessor local access is provided below. The CU 104 can be connected to thevehicle 102 via a plug 109. The vehicle 102 can include a trunk (or anyspace or location on the vehicle) where an auxiliary battery 120 can beinserted to extend the range of the vehicle 102. The auxiliary battery120, as shown in FIGS. 2 and 3, can include connectors or ports that canenable connection to the CU 104 to collect charge and exchange controldata.

In one embodiment, the auxiliary battery 120 includes electronics thatcan monitor charge status, historical charges, and state of charge cellsin the battery, detected faults, and operational data. The informationcollected or generated by the battery 120 can be provided to the CU whenit is connected or interfaced with the CU. In one embodiment, theinformation collected or provided by the battery 120 can be shown on aGUI of the CU. The data can also then is accessed from a portabledevice. The data, can include the health of the battery. The health ofthe battery can change over time, so this information can be used toestimate a range provided by the auxiliary battery, or reduced range, orpossible failure. The data in the CU and the battery 120 can be sharedand interfaced with cloud services, and this data can be shared with CUproviders, manufacturers, or other users on the grid.

The control data can be charge levels of the auxiliary battery 120 oruse data, so that information can be displayed on the CU 104. In anotherembodiment, remote access can be made to the CU 104. The auxiliarybattery 120 can be moved into the trunk or some other area of thevehicle. Once in the vehicle, the auxiliary battery 120 can be connectedvia a connector 122 to a connector 124 of the vehicle 102.

In one embodiment, FIG. 4 shows an example of a display GUI of the CU104. Information on the GUI can also be accessed via a remote computer.The display can provide data, such as charge level, last recharge,pairing, notifications, battery life for the auxiliary battery, syncsettings for the cloud app, etc. The interface can include locationidentifying controls to find CUs, by selecting charge stations. Servicebutton to find service for the CU or the EV.

In one embodiment, the status data regarding the battery life orprojected battery life is electronically sharable with a third partythat offers maintained or replacement batteries. For instance, the usercan allow a car dealer to receive notifications when the battery life isfailing or falling below a threshold. Being electronically shareable caninclude sending emails, sending notifications via cloud based useraccounts, sending text messages, sending alerts to a main server of adealer, a store, a reseller, etc. By sharing this information, the usercan receive a response regarding availability or pricing associated withrepairing, preplacing or ordering a new battery. In this manner, abattery can be obtained, ordered, reserved or paid for before thebattery wears out or stops working. The notifications can also be sentfor other vehicle parts that may need maintenance. For instance, a usercan set notifications to be automatically sent to a dealer or authorizedagent or advisor.

The notifications can include real-time state of the vehicle concerningparts or elements of the vehicle that may be wearing or need repair. Therecipient of the notifications can then reply or suggest that the usercome in for service. The recipient can be a mechanic, a car dealerservice department, a third party that provides recommendations forrepair.

The plurality of third parties that can also bid on work (e.g., workthat is needed for particular vehicles that report some repair needed).The third parties can be part of a group of crowd that can bid onperforming a repair for a part or system of the vehicle. The group canbe, for instance, a group of approved mechanics, stores or dealers, orcombinations thereof, or the like. In this manner, the user may beassured a better price for the service when multiple qualified partiesbid on performing the work.

In FIG. 5, the user holding a device 150, such as a smartphone orInternet connected device, can connect to cloud services. The cloudservices can provide data regarding the charge level of the vehicle 102,the status of the auxiliary battery 120, the level of charge of thevehicle 102 via exchange of data from a synchronization (sync) to autologic 132. The display 130 of the vehicle 102 can also sync to data onthe device 150.

FIG. 6 shows the vehicle 102 connected to a CU 204 that is a public CU,at a CUIP (charge unit install point) 350, in accordance with oneembodiment. The vehicle has the auxiliary battery 120 and a main battery180. The CU 204 can connect to the vehicle 102 via cord 208. The cord208 is a connector that provides the link between the CU and the outletin the vehicle. The cord 208, in one embodiment, has a handle thatprovides a way for a user to hold the end of the cord and insert theoutlet on the cord to the receptacle on the vehicle.

FIG. 7 shows example electronics of a vehicle 102, in accordance withone embodiment of the present invention. The vehicle 102 can include amain battery 180, an auxiliary battery 120, automobile logic 132, anddisplay 130. The CU 204 is connected to vehicle 102 via 208. The usercan communicate with the vehicle or the CU, via device 150. Information,such as notifications, status, settings, pay for charge, or commends tothe CU or vehicle can be made via connected device 150.

FIG. 8 illustrates an example of cloud services 300 interfacing with thevehicle 102. The CU 204, connected by cord 208 can connect to point 109of vehicle 102. Interface 190 will provide a junction that isswitch-connected to one or both of the main battery 180 or auxiliarybattery 120. The vehicle 102 can include automobile logic 132 anddisplay 130. The automobile logic 132 can communicate with the internetand the cloud services 300. Cloud services 300 can be connected to anumber of systems and subsystems. One subsystem is an advertisingback-end 330. Advertising back-end is an interface that allowspublishers of advertising to submit ads to be forwarded to EVs, CUs, andothers in the chain of charge systems. In one embodiment, theadvertising is context specific. The context can be in relation to thegeographic location of the charge unit and the surrounding goods andservices associated with the ad. In another embodiment, the contextualrelation can include information concerning the user or users associatedwith an account used to charge the vehicle. The account can include orbe associated with databases that store likes and dislikes of the user,preferences, historical buying data, and data associated with otherusers that have similar characteristics. In one embodiment, CUIP owners350, business owners 360, and other third-party entities can submit andpost advertisements. The Cloud services 300 can also be connected toutilities back-end 320, home charging costs 322, public charging costs324, etc.

In addition, the cloud services 300 can also be connected to datasources or metrics stored for handling status 302, charge location appsor routines 316, maps and GPS 314, maps that find closest CUs meetingparticular criteria, sponsors 310 that may sponsor free or partiallypaid charge a certain CUs, and discounts 312. Again, the cloud servicesis a system that manages interfaces to EVs, CUs, manufacturers of CUs,utility companies, users of such information, advertisers, partners thatmake parts for CUs, that make parts for EVs, or sell and make EVs.

FIGS. 9A-11 illustrate examples of using the vehicle's own horizontaland vertical movement in order to generate electricity. As vehiclestravel on a plane they are subject to horizontal and vertical g-forceacceleration. This acceleration is currently not being used to its fullpotential. These forces can be used much like regenerative braking isused to produce electricity to charge a vehicle battery or drive avehicle electric motor. Force inertia from a vehicle's travel ismaintained in the direction of travel even as the vehicle changesdirections. This produces brief horizontal and vertical g-forces as aresult of the vehicle switching heading and or speed. These forces arealso generated under acceleration and deceleration. On example way ofcapturing this energy is by way of induction. Induction can be used toharness these changes in vertical and horizontal acceleration to producean electric current much like a watch that can run after being shaken,or much like a flashlight that can be charged by shaking it.

A vehicle can have a system of g-force acceleration harnessing (e.g.,force is mass×acceleration). The mass is the vehicle's weight and theacceleration of the mass causes the energy forces that can be harnessed.In one embodiment, electric current producing mechanism can be builtinto the vehicle when it is manufactured or it can be a bolt on systemto aid hybrid and/or all electric vehicles recharge on-board batteriesor drive the vehicles motor.

FIGS. 9A and 9B show a side view and a top view of a vehicle withpossible vertical and horizontal acceleration indicated. When a vehicleis under acceleration, or deceleration, the force can be harnessed viaelectromagnetic induction or other energy capturing component to producea current that can then charge a vehicle's batteries or provide power toits motor. Acceleration or deceleration also causes variations invertical acceleration as the front of the vehicle rises or falls as wellas the rear of the vehicle rises or fall depending on the type ofvehicle behavior. These forces can also be harnessed to produceelectrical current that can be stored to a battery for use in poweringan electric motor.

FIG. 10 shows various example vehicle behaviors and the accelerationresult. For instance, increasing the speed on a vehicle causes verticalacceleration as well as horizontal acceleration. As shown, vehiclebehavior can also include decreasing speed, cornering, uneven surfacedriving, traffic, etc. The acceleration result, that is used produceenergy can be in the form of horizontal and/or vertical movement of thevehicle, which imparts the g-forces upon a component of the vehicle andthus produces electrical energy that can be harnessed and stored to abattery of the vehicle.

FIG. 11 shows one such method of producing current via induction. Inthis example, a conducting coil surrounds a magnet. When the magnettravels within the coil, the movement of flux induces an electriccurrent that is carried through the coil. This current can be harnessedto charge vehicle batteries or drive vehicle motors. Using this example,these systems can be placed in vehicles to harness forces caused byacceleration moving magnets back and forth within coils to producecurrent. The magnets can be on rails that allow them to flow back andforth fluidly with the least amount of resistance possible. As thevehicle moves or accelerates vertically or horizontally, the magnetsflow creating an electrical current. In one example, electromagneticinduction can be used to harness energy as a result of free movingconductors through magnetic fields, which produce electrical current.This example application of a current producing induction system thatcan be placed on/in a vehicle. As noted, as the vehicle createsacceleration forces, induction causes electrical currents from eachinduction unit. The electric current can be captured and fed to vehiclebatteries or vehicle motors.

Generally speaking, the energy that is being captured is the energyproduced when the vehicle moves, e.g., producing g-forces, which arecaptured to produce electrical energy. The g-forces, as noted in FIG.10, can simply be uneven surface driving, which can continuously produceenergy as the vehicle is drive around. In the same manner, as thevehicle stops, accelerates, corners, these g-force producing movementsare likewise harnessed into electrical energy usable to charge a batteryof the vehicle and in turn power an electric motor of the vehicle.

In some embodiments, systems and methods are provided for charging anelectric battery of a vehicle. The vehicle includes a battery forpowering an electric motor of the vehicle. A controller of the vehicleis provided to interface with a battery and to enable control ofcharging of the battery. The controller or on-board computer of thevehicle in interfaced with the g-force producing system. In oneembodiment, the controller is configured to sense or determine thatenergy has been produced by the g-force producing system and then enabletransfer of the energy/current to a system that enables storage and/orcharging of a rechargeable battery of the vehicle. This type of chargingis, as mentioned above, a type or regenerative charging, using the powerproduced by the g-force producing systems. The vehicle includes acommunications interface for enabling wireless communication with aserver, and the server is configured to manage a plurality of useraccounts for users. The user account may, in some embodiments, storeinformation regarding the power produced by the g-force producingsystems. This information may thus be provided to the user account, toenable a user to view a history or status of the energy/power availableto the vehicle and historical data regarding past driving and energyproduced and/or used from the g-force producing systems.

FIG. 12 illustrates a general diagram of a vehicle, which can beequipped with a plurality of energy producing systems. The illustratedexample shows how induction units can be disposed in various locationson or about the vehicle. It should be understood that this illustrationis provided simply to show how energy producing systems can be placedand/or integrated on various locations of a vehicle.

FIG. 13 illustrates an example of another type of fuel cell, inaccordance with one embodiment. Today's hybrid vehicles run on acombination of traditional fuel and battery power. The power to charge ahybrid vehicle's batteries and drive its motor is provided by plugging avehicle into a power source or regenerative current. When a hybrid orplug-in vehicle exhausts its fuel and/or electric charge it is no longeroperational.

A traditional hybrid system or all-electric plug in vehicle system canbe combined with a fuel cell system to provide extended range. Fuelcells produce current by introducing a compressed gas, commonly hydrogenthat is pressed against a catalyst having oxygen (sourced from theenvironment) on the opposite side of the catalyst. A current is producedas electrons are lost to the creation of H2O—a by-product. This currentcan be used to charge a vehicle's on board batteries to ease rangeanxiety and to extend the range or a hybrid vehicle. This system can beused as a reserve power source when a charging source is not nearby.Normally, in fuel cell systems, H2O is produced and is drained out ofthe vehicle requiring a new fill of hydrogen (H2) to repeat the process.

In one embodiment, the H2O byproduct can be re-introduced into thesystem by storing it in the system as it is produced. When the vehiclereaches a location where a charge and thus an electric current can beintroduced, the current can then be passed through the water byproductcausing electrolysis which splits and harnesses the H2 from the Orestarting the cycle. Regenerative breaking, g-force power harnessing,roof solar panels or a wall outlet can provide this current for theelectrolysis. This fuel cell can be stacked to act as a long rangebattery to supplement traditional acid, or lithium batteries/traditionalfuel.

In FIG. 13, a system is shown which allows a vehicle fuel cell system torecycle byproducts. A fuel cell can take fuel in such as Hydrogen andpresses the fuel against an anode and electrolyte. The opposite end ofthe fuel cell takes in air from the atmosphere where the oxygen ispressed against a cathode and electrolyte. As the Hydrogen and oxygencombine an electric current is produced which can be used to charge avehicle's batteries or motors. After this reaction takes place, abyproduct is produced in the form of H2O. This H2O or water is thendisposed out of the system. In one embodiment, the water may be retainedin a holding tank where it can be used to provide the hydrogen fuel andoxygen by splitting the atoms using electrolysis.

Broadly speaking, electrolysis utilizes a current to separate thehydrogen and oxygen atoms apart. Electrolysis can be achieved throughsolar power produced on board a vehicle, by plugging into the grid or bycurrent produced during regenerative vehicle braking for instance. Thehydrogen atoms can be harnessed and stored as fuel to restart the fuelcell cycle and the oxygen atoms can be used to react with the hydrogenatoms thus creating the current as before. This system works to extendrange on vehicles with hybrid power systems in which a vehicle may bepowered by rechargeable batteries, plug in, traditional fossil fuel,fuel cell or any combination thereof.

In one embodiment, when information regarding EVs historical use, pathstaken during the life time of EVs, maintenance called for EVs,maintenance for CUs, etc., is collected, the data can be used to planfor future events. Future events can include, for example, upgrades toCUs, improved data distribution to drivers of EVs, etc. Historical useof “notifications” can also be used by EV makers and CU makers toimprove the performance of CUs and data mine the information to enableimproved deployment of new CUs and EVs. In one embodiment, thenotifications of status can include integrated advertisements. Theadvertisements can be specific for a time of data or specific for ageo-location of the user or vehicle of the user or the charge stationbeing used. For example, advertisements can include discounts forgoods/services proximate to the charge station. Thus, if the user isprovided with a notification that charging will take another 10 minutes,the user can be provided with a discount to a local area business whilethe vehicle continues to charge.

Embodiments are described with reference to methods and systems forproviding auxiliary charging mechanisms that can be integrated orcoupled to a vehicle, to supplement the main battery of a vehicle. Theauxiliary charging mechanism can be in the form of an auxiliary batterycompartment that can receive a plurality of charged batteries. Theauxiliary battery compartment can be charged without the vehicle, andcan be installed or placed in the vehicle to provide supplemental chargeto the vehicles main battery. Thus, if the main battery becomesdrained/used, the auxiliary battery compartment, having a plurality ofcharged batteries, can resume providing charge to the vehicle.

In one embodiment, charge from the vehicle can be transferred back tothe grid or back to power a home (having a CU), if the home is leftwithout power during an outage or the like.

In one embodiment, the auxiliary battery compartment is configured tohold a plurality of smaller batteries, referred to herein as “voltbars.” A volt bar should also be interchangeably viewed to be a “chargeunit.” The charge unit is a physical structure that holds charge, asdoes a battery. A charge unit can also be a fraction of charge, whichmay be contained in a physical structure.

Broadly speaking, a volt bar is a battery that can be inserted into anauxiliary battery carrier. The auxiliary battery carrier, orcompartment, can be lifted by human and placed into a vehicle, such asthe trunk of the vehicle. The auxiliary charging carrier can then beremoved from the vehicle to provide charge to the volt bars containedwithin the auxiliary battery carrier. For instance, owners of electricvehicles can purchase an auxiliary battery carrier and fill theauxiliary battery carrier with a plurality of volt bars.

In one embodiment, the user will charge all of the volt bars by chargingthe auxiliary battery carrier before the auxiliary battery carrier isplaced into the vehicle. In one embodiment, the auxiliary batterycarrier, and its volt bars can be charged utilizing the charge providedfrom the main battery. For instance, if the vehicle is charged overnightutilizing the primary charging receptacle, and the auxiliary batterycarrier is connected to the vehicle (containing volt bars), the voltbars in the auxiliary battery carrier will also be charged.

In one embodiment, once the main battery and the vehicle are charged,the charge will then be transferred to the volt bars contained in theauxiliary battery carrier. As such, charging the vehicle will accomplishthe task of charging the main battery as well as the auxiliary batterycarrier that includes a plurality of volt bars. In another embodiment,the volt bars can be directly inserted into slots defined on the vehicleitself. In this example, manufacturers will design compartments that canaccept one or more volt bars, thus eliminating the need for an auxiliarybatter carrier. The compartments can be on the side of a vehicle with orwithout a door, in the trunk, in the passenger compartment, etc. So longas volt bars can be accepted into a receptacle and the volt bar(s) canprovide charge to the vehicle or axillary charge to the main battery,the placement of the volt bar(s) is, in one embodiment, a designconfiguration.

In one embodiment, the volt bars utilized in the auxiliary batterycarrier can be replaced with fresh batteries purchased while the user ofthe electric vehicle is on a trip or a distance from the user's homebase. For instance, volt bars can be sold utilizing a kiosk system. Thekiosk system would, in one embodiment, store available volt bars thatcan be purchased by drivers of electric vehicles while away from theirhome base. For example, the kiosk system will provide one or a pluralityof receptacles for receiving volt bars that are depleted in charge, anddispense charged volt bars to users desiring to extend the range oftheir trip. The kiosk, in one embodiment, will be coupled to a powersource that can then recharge the volt bars and make them available toother users that trade in their charge depleted volt bars.

If the user wishes to purchase volt bar without first returning acharged the depleted volt bar, the user can be charged a separate feethat is higher than if the user had returned a depleted volt bar. Thekiosk system would preferably be connected to the Internet so that usersof electric vehicles could access an application that would identifylocations of kiosk systems with available volt bars. In one embodiment,the application would include software that communicates with anapplication sitting in a central hub that manages all of the kiosksystems deployed in the field. The kiosk systems will also report thestatus of available volt bars, volt bars returned and in charging mode,available charging slots, inventory of volt bars, discounts available atparticular kiosk systems, and potential damage to volt bars that havebeen returned. By compiling this information, the kiosk system caninterface with the central hub, which provides information to usersaccessing an Internet application (mobile application), so that userscan locate the closest kiosk system or the closest kiosk system havingdiscounts.

In one embodiment, the discounts provided by the specific kiosk systems(or charging locations) can be programmed based on the desire tosell/lease more volt bars at certain kiosk systems with excessinventory, or to encourage virtual routing of volt bars throughoutgeographic regions. For example, if trends are detected by softwareoperating on the central hub that volt bars are migrating from East toWest, a depleted inventory may be found in the East. To encourage loadbalancing of inventory, discounts can be provided in the West, whichwould then cause migration of volt bars toward the east. In oneembodiment, each of the kiosk systems would be enabled with softwarethat communicates with the central hub, and the software would beutilized to provide the most efficient information regarding inventory,and operational statistics of each kiosk system deployed throughout ageographic region (e.g., geo-location)

In another embodiment, each kiosk system may be configured with aninterface that receives payment data from the users. Example paymentreceipts may include credit card swiping interfaces, touchscreens forfacilitating Internet payment options (PayPal), coupon verification, andcommunication of deals with friends through a social networkingapplication. These applications can be facilitated by software operatingat the kiosk station, or by software executing on the users mobiledevice, or a combination of both. In still another embodiment, each ofthe volt bars that are installed in the various kiosk stations will betracked using tracking identifiers. In one embodiment, withoutlimitation, the tracking can be facilitated using RFID tags. The RFIDtags can be tracked as users purchase, return, and charge the depletedvolt bars at the various kiosk stations.

Additionally, the volt bars will include memory for storing informationregarding number of charges, the health of the battery cells, thecurrent charging levels, and other information. Additionally, the voltbars can store information regarding the various kiosk stations that thevolt bars have been previously been installed in, or received from. Allof this information can be obtained by the software running at the kioskstation, and communicated to the central hub. The central hub cantherefore use this information to monitor the health of the various voltbars and can inject new volt bars into the system at various locationswhen it is detected that the inventory is reaching its end of life.

In still another embodiment, the central hub can direct maintenancevehicles to remove damaged volt bars from kiosks, or insert new voltbars at certain kiosk locations. Because the central hub will know thefrequency of volt bar utilization at each of the kiosk locations, thecentral hub can dispatch maintenance vehicles and personnel to the mostoptimal location in the network of kiosk stations.

In another embodiment, a system for providing auxiliary charge to a mainbattery of an electric vehicles is provided. The system includes anauxiliary battery for holding a plurality of charge units, the auxiliarybattery being connectable to the main battery of the electric vehicle,the plurality of charge units being rechargeable and being replaceablefrom within the auxiliary battery, such that replacing particular onesof the plurality of charge units with charge units with more chargeincreases a total charge of the auxiliary battery.

Also provided is a kiosk for storing a plurality of charge units, thekiosk having, (i) slots for storing and recharging the plurality ofcharge units; (ii) control systems for communicating over a network, thecontrol system includes logic for identifying inventory of chargingunits in the kiosk and logic for processing payments and fee adjustmentsfor charge units provided or received in the slots of the kiosk. Thesystem also includes a display for providing an interface for enablingtransactions to provide or receive charge units to customers. The systemfurther provides a central processing center that communicates with, (i)a plurality of said kiosk over a network, the central processing centerconfigured to provide for centralized rate changes to prices to chargefor the charge units at each of the plurality of kiosks, whereinchanging the price of the charge units is specific to each of the kiosksand is based on a plurality of metrics, including availability at eachkiosk and discounts, and (ii) a plurality of vehicles, the plurality ofvehicles being provided with access to availability information ofcharge units at each of said kiosks, the availability information beingcustom provided to the plurality of vehicles based on geo-location.

Another embodiment is for a method for providing charge options todrivers of electric vehicles. The method includes receiving dataconcerning charge providing availability from charge locations,receiving a request from processing logic of an electric vehicle, therequest identifying a desire to obtain charge, and determining a currentlocation of the electric vehicle. The method further includesdetermining identification of charge locations in proximity to theelectric vehicle and determining any sponsored rewards offered by thecharge locations. The method communicates to the electric vehicle a pathto one of the charge locations, the path identifying a sponsored rewardoffered at the charge location for the path.

Yet another embodiment, a computer processed method for providing chargeoptions to drivers of electric vehicles is provided. The electricvehicles have wireless access to a computer network. The method includesreceiving data concerning charge providing availability from chargelocations and receiving data concerning sponsored rewards offered by thecharge locations (or discounts or deals or prices) and rules foroffering the sponsored rewards. The method receives a request fromprocessing logic of an electric vehicle, and the request identifies adesire to obtain charge in route between a current location of thevehicle and a destination location. The method includes generating aplurality of paths that can be traversed by the electric vehicle betweenthe current location and the destination location, where each of thepaths identify possible charge locations at which the electric vehiclecan be charged. Each of the possible charge locations identifying anysponsored rewards offered if the electric vehicle obtains charge at thepossible charge locations. The method includes forwarding the pluralityof paths as options to the user of the electric vehicle via a userinterface. The sponsored rewards are identified to the user to enabletrade-offs between length of path and reward obtained.

Methods and systems for providing charge options to drivers of electricvehicles are provided. One example method includes receiving dataconcerning charge providing availability from charge locations andreceiving a request from processing logic of an electric vehicle, therequest identifying a desire to obtain charge. The method includesdetermining a current location of the electric vehicle and determiningidentification of charge locations in proximity to the electric vehicle.The method further includes determining any sponsored rewards offered bythe charge locations and communicating to the electric vehicle a path toone of the charge locations, where the path is identified with asponsored reward offered at the charge location if the path is selectedand charge is obtained. The method can be processed by a server andpaths are communicated to vehicles to alert drivers of the electricvehicles of rewards or discounts if charge is obtained from certainlocations. Other embodiments that compliment sponsored paths forobtaining charge are described below, and relate to electric vehiclecharging and reduction of range anxiety.

Embodiments are also described for methods and systems for providingauxiliary charging mechanisms that can be integrated or coupled to avehicle, to supplement the main battery of a vehicle. The auxiliarycharging mechanism can be in the form of an auxiliary batterycompartment that can receive a plurality of charged batteries. Theauxiliary battery compartment can be charged with or without thevehicle, and can be installed or placed in the vehicle to providesupplemental charge to the vehicles main battery. Thus, if the mainbattery becomes depleted, the auxiliary battery compartment, having aplurality of charged batteries, can resume providing charge to thevehicle.

In other embodiments, the auxiliary battery can be one compartment thathas multiple smaller compartments for receiving volt bars (chargingunits), or other battery type charging devices. Further, the auxiliarybattery is shown interconnected to the main battery of the vehicle, orto a battery distribution or charge distribution-handling unit. In otherembodiments, the auxiliary battery can be inserted into side panels ofthe vehicle, in the front compartment of the vehicle, the floorboard ofthe vehicle, the site support structure of the vehicle, etc.

Cloud processing technology is also provided, which provides processingresources to connected vehicles through a distributed network. In oneembodiment, the cloud processing can communicate with various chargingstations using Internet connections, where charge Station metrics can beuploaded to the cloud processing system. The charge Station metrics caninclude availability of charge pumps, charge handles, charge plugs,charge mats (for wireless chagrining), volt bars, or other chargeproviding facilities.

Examples of such metrics can include the number of charge pumpsavailable at particular period of time, historical availability times ofthe charge pumps, typical charge time estimates at particular chargingstations, prices associated with the charge at the particular chargingstations, feedback from customers through social networks, concerningthe charging stations, and the like. The cloud processing can thenprocess the charge Station status, traffic information associated withlocations around or between charging stations and a user's currentlocation, and provide specific suggested routes. The route generator canprovide guided routes to the various charging stations (e.g., chargelocations), based on the users immediate needs, desire for discounts,sponsored rewards, or the amount of time it will take to obtain accessto a charge pump at a particular point in time. Broadly speaking, adiscount is a reward and a reward is a discount, and a sponsored rewardis a discount that is at least partially paid by another party for a thebenefit of the recipient of the reward.

The driver location processor can communicate the information concerningdrivers to the cloud processing logic, so as to provide the mosteffective information concerning charge availability to the variousdrivers. For example, users in their particular vehicles may have aconnected display or a portable device having access to the Internet.Based on the user's location and charging needs, (and optionally thedestination) the user can be provided with route options (e.g., one ormore optional paths). The route options can be, for example, the fastestand most available charge Station (or charge providing devices) to theusers current location, the cheapest charge available at a particularpoint in time, or information regarding charge prices for a particularfuture point in time.

Once the user selects a route option, the route generator can provideinformation concerning the charging station, and can also prepay or booka charging station slot. A charging station slot can include, forexample a parking spot in front of a charging station. The chargingstation slot can be reserved if the user decides to prepay for thecharging station, as a convenience. For example, if charging slots at aparticular charge Station appear to be heavily used, a user canpre-reserve a charging slots ahead of time, so that when the userarrives at the charging station, the charging slot will be immediatelyavailable. This could be considered a convenience fee associated withpre-reserving of a charging slot, along a particular route. In anotherembodiment, the charging station can provide incentives to users to cometo the particular charging station.

For example, if the user prepays for charge at a particular chargingstation, the charging station can provide a discount on the chargeprovided. For example, if the charging station wishes to fill aplurality a charging slots during a particular slow time, the chargingstation can communicate with the cloud processing and publishavailability of its charging stations per particular period of time. Adatabase associated with cloud processing will hold this information soit can be dynamically updated and accessed in real-time by users to filltheir charging needs of their electric vehicles. During that particularperiod of time, the charging station can offer discounts or rewards tousers so that drivers can decide to visit the charging station insteadof another charging station. Still further, charging stations can offerdiscounts for users to use the particular charging station, and thediscounts can be offered by more than one party or entity. For instance,if the charging stations are located near a particular business, thatparticular business can sponsor discounts or rewards at the chargingstation to drive traffic to or near that particular business. When usersare charging their vehicles at the particular station near theparticular business, users can spend their time at the particularbusiness while their vehicle is being charged.

Potentially, the owners of the particular business that sponsored thediscounts can increase traffic to their business and increase sales. Inanother embodiment, the owners of the particular business can offerdiscounts to their business products or services, if the businessproducts or services or located near or beside the charging station. Aswill be described below, other embodiments can include having chargingstation pumps or handles or plugs, located in nontraditional chargingstation configurations. For example, charging plugs can be installed atvarious nontraditional locations, such as parking lots of retail stores.Other examples locations can include, without limitation, parks, citystreets, parking garages, post offices, government areas, schools,offices complexes or campuses, coffee shops, malls, strip malls, boxstore parking lots, beach parking, homes, public roads, etc. If a largeretail store has a large parking lot, a portion of that parking lot canbe dedicated for charging plugs, which can be used by customers whilethe customers shop at the retail location. In such a situation, theowners of the retail store that have charging plugs assigned toparticular parking spots, can publish availability of those chargingplugs through the cloud processing network.

The cloud-processing network can then publish availability and pricesfor users that may be driving around, or may be passing by the retailstore along a particular path or route. In some embodiments, the retailstore can offer significant discounts for charge, if users charge theirvehicles at the charging plugs of the retail store. While the userscharge their vehicles, the users may visit the retail store and purchasegoods or services, which is a reward for the retailer that is offeringthe discount for the charge. In still another embodiment, retail storeshaving charge plugs can advertise availability of the charge plugs (andparking spots) in real time, and provide discounts or deals to usersthat may wish to charge at the particular retail location.

The discounts can be for the goods and services of the retail store, orsimple discounts on the charge provided by the charge plugs of theretail store. As noted above, one embodiment would allow the parkingspots having the charge plugs to be reserved and advance, to provideadditional convenience to users. In such a configuration, the parkingspots can include mechanical barriers that lift and close to allowvehicles to come into and leave the particular parking spots. Thus if aparking spot is reserved, the mechanical barrier can remain closed untilthe vehicle having the code can communicate access to lift themechanical barrier so that charging can commence immediately uponarriving at the reserved parking spot. In another embodiment, thecharging station or plug can include a monitor or display that indicateswhether or not the charging plug is reserved.

If the charging plug is reserved, no other user can park in front of theparking spot, or else received a ticket or fine for parking in a parkingspot that's been reserved. The parking spot reservation for charge canbe made in advance; such as while user is driving around smart phone, oran integrated device of the vehicle that has access to the Internetmakes looking for charge and the reservation. The transaction can alsoallow a user that is searching for charge to prepay for the charge usinga graphical user interface or other exchange mechanism, associated withthe route and reservation of a particular charge station or slot. Insome embodiments, the charge stations or plugs can be placed in sharedparking lots or locations where multiple retail outlets reside.

In such a case, multiple retailers can provide discounts to users tocome and use the charging stations located at the retailer's locations.These discounts can then be published to the cloud processing logic.These discounts can also be published dynamically at the request of theprovider of the charge, using an Internet portal that allows the user toparticipate in a network of charge stations that provide discounts. Insuch embodiments, the discounts can be provided by multiple retailersfor their goods and services, and the plug can be located in the sharedparking lot. Having this information, the cloud processing cancommunicate with a route generator to generate various routes (e.g.,paths) that are optimized to the user's desired outcome.

The optimization can be to route a user for charge along a plurality ofcharge stations or plugs that provide discounts. If this is the goal ofthe user, the route may be longer than other routes, but the discountsmay be greater. Such routes may be viewed as a sponsored path thatrequires a user to traverse a particular route in order to obtain chargefor their vehicle. The sponsored routes can change dynamically overtime, as sponsors decide to add or remove discounts. Thus, a user thatfinds a good path may wish to buy now, to avoid losing the discount. Ifa particular charge station or chart plug has a lot of customers duringa particular period to time, the discounts may drop dynamically. If thecharge plug for station experiences low activity, the discounts may beincreased dynamically. The dynamic adjustment of discounts can occurbased on a preset number of rules (e.g., what discount, where offered,when offered, how long it lasts, incentives for fast buy, logic forcombining discounts, logic for sharing costs of discounts with others,logic for reducing the cost of the charge, etc.), as set by the providerthe charge and/or the sponsor.

The cost for the charge can also be provided with a green rating, whichsignifies how efficient the charge station is in supplying charge, andthe location and source of the charge provided by the charging station.If the charging station obtains charge from wind power, the green ratingwould be high. If the charge station receives its charge from fossilfuels, the green rating may be lower. If the charging station receivesis charge from a variety of different sources, whether solar, wind, orfossil fuel, the green rating can be adjusted. This metric informationcan then be provided to the cloud processing to allow users of electricvehicles to decide whether or not to visit a particular charge stationor charge plug.

In some embodiments, the price of the charge may be more expensive ifthe green rating is very high, but the charge value to the user may behigh, if the user wishes to obtain a very high green rating, and a lowercarbon footprint.

For example if the user wishes to replace the vehicle, the user cansimply click a button, select an icon, touch a screen, speak a command,gesture an input, etc., to figure out what his vehicle value is, thecost of a replacement vehicle, and the total cost after exchange. Thisinformation can be useful to the user in deciding whether or not totrade in the vehicle or remain with the current vehicle and makeinvestments in repairs. As shown, the data exchange between vehicles andthe vehicles and the cloud processing can be extensive, but suchinformation can be made available to drivers of those vehicles to makeinformed decisions.

The drivers can also be provided with information of the duration of thediscount, so that drivers can obtain the discount if they have the timeto traversed the path, or avoid the path if the discount will not bepresent when the driver arrives at that application. In anotherembodiment, the logic in the vehicle or the processing system in thecloud processing can determine whether or not the user would be able toarrive at each of the charging stations or plugs to receive the sponsordiscounts. This analysis can include, for example, reviewing trafficpatterns, travel speeds and estimates to traverse the differentdistances, time of day, etc.

In some embodiments, the discounts are provided by a combination of thecharge station and retail shops nearby. In other embodiments, the retailshops and plugs/charge providers can provide combined packages ofdiscounts, which could drive users to their location. Accordingly, itshould be understood that the dynamic generation of paths could besponsored, such that the user can be provided with identification ofcharging locations along a particular path, and the discounts that maybe provided along those particular paths.

Again, the information displayed to the user can be displayed in thevehicle's display screen or can be displayed on the users display device(e.g. smart phone, computer, tablet, etc.).

Broadly speaking and without limitation, obtaining charge will includeplugging the vehicle into a charging receptacle so as to charge thenative battery of the vehicle. In another embodiment, obtaining chargecan also include refilling on volt bars to replenish volt bars that havebeen used during the vehicle usage. In other embodiments, charge can betransferred to a vehicle wirelessly (e.g., without plugging in an outletor receptacle). Examples can include a transfer surface that the vehicleparts over, and the charge can be transferred wirelessly to the vehiclevia conductors on the underside of the vehicle. The vehicle can simplypart in the slot and once payment is made, the charge can start to flowcapacitively or wirelessly to the electric vehicle.

As can be appreciated, the sponsored path process can provide a quickand efficient manner for allowing the user to identify their desiredendpoint, and provide options for traversing a path to that and point.Along that endpoint, the user can be provided with discounts for chargeby sponsors, which can influence or drive people to their chargingoutlets. The discounts can also be provided in a hybrid manner, such asproviding discounts for the charge and discounts with in the retailoutlets that are located proximate to the charging stations.

Providing this information to drivers in real time is efficient for bothdrivers and the retail locations. Drivers in their electric vehicleswill need charge, and providers of the charge will benefit from drivingusers to their location. If the user is still progressing along theirdesired path, the providers of the discount are simply providing aservice and driving customers to their location, where the drivers maypurchase other goods and services while the vehicle is being charged.

In one embodiment, the sponsored paths may be generated on electronicsand circuitry of the vehicle, or by processing in the cloud processingsystem (e.g. networked Internet systems). In some embodiments, thesponsor paths may be processed partially on the vehicle and partially onthe cloud processing system. In some embodiments, the sponsored pathswould be dynamically generated on the cloud processing system, and thevehicle or smart phone of the user would simply connect to the cloudprocessing system.

The data exchange can therefore be dynamically set to be real time, suchthat providers of the discounts, providers of the charge, and drivers ofthe vehicles can exchange information. In this example, the provided tothe charge can provide discount information, incentives, etc., and thedrivers of the vehicles can provide information concerning their desiredpaths. The processing system can then generate a plurality of optionsfor the user to traverse from point A to point B. For example, the usercan select to traverse a sponsored path, to a particular address. Thedisplay the vehicle can then requested the user identify whether or nota sponsored path is desired.

A number of embodiments are described below, with reference to specificimplementations that refer to vehicles, but such implementations shouldbe broadly construed to include any type of vehicle, structure orobject. Without limitation, vehicles can include any type of movingobject that can be steered, and can include vehicles that are for humanoccupancy or not. Vehicles can include those that are privately owned,owned by corporations, commercially operated vehicles, such as buses,automobiles, trucks, cars, buses, trains, trolleys, etc. Examplevehicles can include those that are combustion engine based, electricengine (EV) based, hybrids, or other types of energy source vehicles.

In one embodiment, remote services are provided to enable access overthe Internet, such as via a website or application of a portable device.The remote service can provide a multitude of cloud services for theuser, such as remote control features, remote viewing services, remotealarm controls, remote camera activation, and remote audio/videorecording of the vehicle (i.e., areas around the vehicle and inside thevehicle). In one embodiment, the vehicle is able to connect to theInternet (e.g., when the vehicle engine is off, on, and/or is occupiedor un-occupied) to allow a user, via a remote cloud service, to accessfeatures of the vehicle. The vehicle can be accessed when running, whenparked, when stopped, when moving, etc. The vehicle and its audiorecording devices and video cameras can be accessed from remotelocations, to allow users to remotely communicate with the vehicle orwith people riding or residing inside the vehicle.

The remote communication can also allow a person to communicate remotelywith people standing outside (or inside) of a vehicle. For instance, ifa user is accessing his or her vehicle from a remote location, camerasinstalled in and/or on the vehicle allow the remote user to see a personsanding proximate to the vehicle. The remote user can then communicatewith a person standing proximate to the vehicle using microphones andspeakers of the vehicle.

In one embodiment, structures described herein can include parkingstructures, parking lots, private or commercial buildings,drive-through, bridges, toll roads, highways, shared or home driveways,designated driving and parking areas. In the specific embodimentsdescribed herein, vehicles, structures and objects may include circuitryand communication logic to enable communication with a cloud processingsystem over the Internet.

A cloud processing system, as described herein, may include systems thatare operated and connected to the Internet or to each other using localnetworking communication protocols. A cloud processing system can bedefined as an interconnected and distributed physical or virtualsoftware defined network that utilizes virtual or physical processingand storage machines that enable various applications and operatingsystems to facilitate the communication with and between various clientdevices (vehicles, user devices, structures, objects etc.). Thecommunication with and between the various client devices will enablethe cloud processing system to deliver additional processinginformation, data, and real-time metrics concerning data obtained fromother processing systems as well as client feedback data. Thedistributed nature of the cloud processing system will enable users ofvarious vehicles, structures and objects to access the Internet, and bepresented with more flexible processing power that will provide therequested services in a more effective manner.

The processing systems can be defined from various data centers thatinclude multiple computing systems that provide the processing power toexecute one or more computer readable programs. The processing of thecomputer readable programs and/or modules and/or circuits that canproduce operations that can respond to requests made by other processingsystems that may be local to a vehicle's electronic system. For example,a vehicle can include electronics that utilize memory and a processor toexecute program instructions to provide services.

In one embodiment, the services provided by the electronic systems of avehicle can include services that access the various components orsubsystems of a vehicle, such as door locks, service histories, userprofiles, audio settings, entertainment settings, mapping functions,communications systems, telecommunication synchronization systems,speakers, heating and cooling functions, auto-engine start/shut-offremotely via smart devices, remote heating/cooling initiation, remoteface-to-face conferencing, etc. The electronic systems within a vehiclecan also provide a user interface, such as a graphical user interface.The graphical user interface can include a plurality of buttons,controls and transceivers to receive input from a user. The input from auser can also be provided by voice input, facial recognition, eye-retinascans, gesture inputs, fingerprint scans, a combination of biometrics,or via a capacitive or regular touchscreen contained or displayed withinthe vehicle, the vehicle's glass, doors, dashboard etc. The user canalso use the vehicle windows to gesture, touch, or communicate withicons or graphics renders on the windows, or augmented reality overlays.

In other embodiments, the electronics of a vehicle can synchronize witha user's portable electronics. The user's electronics can include, forexample mobile devices that include smart phones, tablet computers,laptop computers, general-purpose computers, special purpose computers,etc. The various computing devices of the vehicle, and or the computingdevices of the user (smart devices) can be connected to the Internet orto each other. Provided that a user has access or account access to thecloud service, the cloud processing services on the Internet can provideadditional processing information to the electronics of the vehicle.

In the following embodiments, examples will be provided for ways ofhaving the cloud processing services deliver processing informationconcerning various physical locations that have mapping data associatedthere with. The following embodiments will also provide examples of waysa cloud processing service, together with physical sensors, can allowvehicles, structures and objects to become aware of each other, sharelocations, measurements and mapping data, intended paths and othermetrics along with remote administration of the same.

The mapping data associated with the various locations can includelocations of objects in the real world. The objects in the real worldcan include roads, sidewalks, buildings, barriers, fencing, parkingstructures, walls or obstacles within a location, doors, positioning ofwalls, location information of other vehicles within a location, sensordata associated with various locations, mapping data that outlines thegeometries of a building or vehicle, sensor location that is staticand/or dynamic, area and volume information within buildings, structuresor areas, sensors for detecting movement or presence of obstacles withina location, data identifying occupancy a specific locations such as aparking structure, a parking space, etc.

In one embodiment, the sensors of a building, showing the outline of thebuilding can provide data of what spaces are available within adesignated parking area for example. When a vehicle reaches a building,parking lot, parking designated area of ad-hoc parking lot whereauto-park is available, the vehicle will become aware of theavailability of non-human operated auto parking and will transfer andreceive information to and from the cloud to download and/or access thebuilding's location and map of sensors. When a vehicle reaches adifferent auto-park location, it will download that particular map.

In one embodiment, vehicles can maintain information regarding wherethey are, where they are heading and their destination maintained whichis maintained by GPS and navigation systems on board. The informationcollected and maintained by every vehicle is mutually exclusive, meaningthat only each individual vehicle is aware of its own heading, rate ofspeed and current location. This information, on one embodiment is crowdsourced and crowd shared/consumed for use in for accident avoidance. Bynetworking vehicles within a certain radius together, all individuallylocation-aware vehicles become aware of all other vehicles in theirsphere of influence. Every vehicle will network with vehicles in theirrange using wireless communication systems such as but not limited toWi-Fi, Wi-Gig LTE, cellular, radio, peer-to-peer, near fieldcommunication or other methods.

In one embodiment, each vehicle may maintain a table (e.g., in storage,locally on in cloud storage) of all other vehicles in, entering, and orleaving its sphere of influence. The vehicle's cameras can be engaged totake still photos and or video record any incident, whether it resultsin a successful avoidance or impact. This footage can be used to alertauthorities of the severity of the accident and aid insurance companiesin identifying fault. A vehicle will maintain a buffer of events for agiven amount of time before and after a collision event or collisionavoidance event such as the location, speed, heading, and avoidancemeasures to store and identify the metrics that lead to an incident.

In one embodiment, a personal security system for a vehicle can includea number of features. One feature is electronics in the vehicle that cancommunicate with sensors of the vehicle and can communicate with theInternet for accessing cloud processing services and storage. Thecommunication system for the vehicle can include, for instance, cellularcommunication with cell towers, WiFi, WiGig, 802.11ac, 802.11ad andconsequent wireless networking standards and technology forcommunication with wireless routers, peer-to-peer communication withother vehicles or connected computers, near field communication,Bluetooth communication, satellite communication, radio communication,infrared communication, or combinations thereof.

In one embodiment, the communications of the vehicle and electronics ofthe vehicle will enable direct communication with a user of the vehicle.The user of the vehicle can include, for instance, the owner of thevehicle, a driver of the vehicle, or any third party having access tothe vehicle (either to drive the vehicle, to monitor the vehicleremotely, etc.)

As can be appreciated, by providing users with multiple levels ofsecurity activation, users can be provided with higher levels ofsecurity when approaching a vehicle alone or with small children. Anyrecordings, images, clips, audio recorded proximate to the vehicle canbe shared with others. The sharing can be by way of email, text,application notifications, cloud access to storage holding data, eventsand data, etc. In one embodiment, the historical data for this user canbe saved by the cloud services. In one embodiment, for other registeredusers of the cloud services, information from all or some of thehistorical data of events can be saved and used to map out a history ofevents for selected locations. The locations where events occurred canbe mapped out using GPS data and time data.

In one embodiment, users of the service can access an app or cloudservice account to determine the historical safety of a particularlocation or parking slot. This data can also be shared with parkinglocations, building owners, and others that can take corrective measuresto improve security. In one embodiment, the data from historical eventstriggered at locations can be shared anonymously, without disclosing theidentity of the car/user that triggered the alarm. This sharing willencourage others to share the data to collectively improve safety forparticular parking areas.

In one embodiment, a vehicle can sense and collect data in itssurroundings before a user decides to approach a vehicle. For instance,a vehicle can monitor a proximity volume around the vehicleautomatically. In some cases, people will come in contact or in nearproximity to the vehicle, but those actions would not be viewed astriggering an alarm. If, however, some activity is determined to beunusual, based on predefined rules, the vehicle can store the activity.If the activity continues (e.g., a person continues to look into thevehicle, is looking under the vehicle, approaches the vehicle too manytimes over some period of time, etc.), that information can be providedto the user/owner of the vehicle as a notification.

If the user gets this notification, the notification can include videoclips or images of the events. By having this information ahead of time,the user can determine whether or not to approach the vehicle at all,and possibly notify the authorities or local security. If thenotification simply shows other users getting into and out of their carsbeside the user's vehicle, that notifications can be ignored by theuser.

In one embodiment, an electric vehicle is defined. The electric vehicleincludes a main battery installed in the vehicle; a plug within thevehicle, the plug within the vehicle configured to accept connection ofan auxiliary battery, the auxiliary battery providing electric power tothe vehicle to supplement electric power from the main battery;automobile logic to control flow of electric power from the main batteryand the auxiliary battery, and further having logic to provide Internetaccess to the vehicle via a wireless connection; a vehicle displaydisposed within the vehicle, the vehicle display providing informationregarding status of charge in the main battery and the auxiliarybattery, the vehicle display providing data obtained from cloud servicesregarding charging stations in proximity to the vehicle when the statusof charge indicates that charge level is below a threshold and merchantdiscounts provided proximate to the charging stations.

In some embodiments, the cloud services provides remote access to aremote computer, the remote computer being provided with data regardingcharge status and control of vehicle features from the remote computer.

In some embodiments, the cloud services provide notifications concerningcharge status, settings and cost of charging to a remote computingdevice.

It will be obvious, however, to one skilled in the art, that the presentinvention may be practiced without some or all of these specificdetails. In other instances, well known process operations have not beendescribed in detail in order not to unnecessarily obscure the presentinvention.

Embodiments of the present invention may be practiced with variouscomputer system configurations including hand-held devices,microprocessor systems, microprocessor-based or programmable consumerelectronics, minicomputers, mainframe computers and the like. Theinvention can also be practiced in distributed computing environmentswhere tasks are performed by remote processing devices that are linkedthrough a wire-based or wireless network.

With the above embodiments in mind, it should be understood that theinvention could employ various computer-implemented operations involvingdata stored in computer systems. These operations are those requiringphysical manipulation of physical quantities. Usually, though notnecessarily, these quantities take the form of electrical or magneticsignals capable of being stored, transferred, combined, compared andotherwise manipulated.

Any of the operations described herein that form part of the inventionare useful machine operations. The invention also relates to a device oran apparatus for performing these operations. The apparatus can bespecially constructed for the required purpose, or the apparatus can bea general-purpose computer selectively activated or configured by acomputer program stored in the computer. In particular, variousgeneral-purpose machines can be used with computer programs written inaccordance with the teachings herein, or it may be more convenient toconstruct a more specialized apparatus to perform the requiredoperations.

The invention can also be embodied as computer readable code on acomputer readable medium. The computer readable medium is any datastorage device that can store data, which can thereafter be read by acomputer system. The computer readable medium can also be distributedover a network-coupled computer system so that the computer readablecode is stored and executed in a distributed fashion.

Although the foregoing invention has been described in some detail forpurposes of clarity of understanding, it will be apparent that certainchanges and modifications can be practiced within the scope of theappended claims. Accordingly, the present embodiments are to beconsidered as illustrative and not restrictive, and the invention is notto be limited to the details given herein, but may be modified withinthe scope and equivalents of the claims and description.

What is claimed is:
 1. A system of a vehicle for charging an electricbattery of the vehicle, comprising, a battery of the vehicle; acontroller of the vehicle for interfacing with the battery andcontrolling an operation of charge transfer to the battery and detectinga level of charge of the battery, the controller is interfaced withelectronics of the vehicle; and a communications interface for enablingwireless communication with a server and is interfaced with saidelectronics, the server is configured to provide access to a pluralityof user accounts for users registered with a cloud service, and saidvehicle communicates with said server; the electronics of the vehicleuses the communications interface, in association with a user account,to send a request, responsive to voice input on a user interface of thevehicle that communicates with the electronics of the vehicle; the voiceinput being for selection of at least one control of the user interfaceto identify a charge unit, the charge unit having at least one chargeconnector for supplying charge to said battery of the vehicle; theelectronics of the vehicle is configured to identify a geo-location ofthe vehicle in response to receiving the request; the electronics of thevehicle is configured to receive information regarding charge unitshaving physical addresses within a proximity location of the vehicleusing the identified geo-location of the vehicle; the user interface isconfigured to use a speaker of the vehicle to produce audio outputidentifying one or more charge units located along a path of travel ofthe vehicle, the one or more charge units being selected as optionsusing preferences associated with the user account.
 2. The system ofclaim 1, wherein the user account is managed by the server that is partof the cloud service.
 3. The system of claim 1, wherein the servermanages a database that includes said preferences for the user accountand preferences for other user accounts.
 4. The system of claim 3,wherein said preferences include preferences for types of promotionsused for determining said options of one or more charge units.
 5. Thesystem of claim 1, wherein a list of one or more charge units isadditionally displayed on a screen associated with the vehicle, inaddition to being output via said speaker.
 6. The system of claim 1,wherein the voice input is associated with voice output, and said voiceoutput is said audio output by said speaker of the vehicle.
 7. Thesystem of claim 1, wherein the electronics of the vehicle is configuredto enable sending a reservation request to at least one of the chargeunits.
 8. The system of claim 1, wherein at least one of the preferencesis learned based on historical data regarding one or more of pastrequests to identify charge units, or based on charge obtained atspecific charge units, or based on discounts used at the charge units,or a combination of two or more thereof.
 9. The system of claim 1,wherein the server implements an application programming interface (API)to communicate with charge units or a server that has communication withcharge units.
 10. The system of claim 1, wherein the level of charge iscommunicated to the user interface of the vehicle.
 11. The system ofclaim 1, wherein a current state or a projected state of charge of othervehicles using one or more of the charge units is provided by the userinterface to enable selection of a charge unit from the options.
 12. Thesystem of claim 1, wherein the options of charge units identifying anavailability to reserve one of the charge units for an estimated arrivaltime.
 13. The system of claim 1, wherein a route generator is configuredmap a path a charge unit upon selection or reservation.
 14. A method forselecting a charge unit for charging a battery of an a vehicle,comprising, interfacing a controller of the vehicle with the battery forcontrolling an operation of charge transfer to the battery and detectinga level of charge of the battery, the controller is interfaced withelectronics of the vehicle; and enabling wireless communication with aserver using a communications interface, said communications interfaceexchanges data with said electronics, the server is configured toprovide access to a plurality of user accounts for users registered witha cloud service that is associated with said server; the electronics ofthe vehicle uses the communications interface, in association with auser account, to send a request, responsive to voice input on a userinterface of the vehicle that communicates with the electronics of thevehicle; the voice input being for selection of at least one control ofthe user interface to locate a charge unit, the charge unit having atleast one charge connector for supplying charge to said battery of thevehicle; the electronics of the vehicle is configured to requestidentification of a geo-location of the vehicle in response to receivingthe request; the electronics of the vehicle is configured to receiveinformation regarding charge units having physical addresses within aproximity location of the vehicle using the identified geo-location ofthe vehicle; the user interface is configured to use a speaker of thevehicle to produce audio output identifying one or more charge unitslocated along a path of travel of the vehicle, the one or more chargeunits being selected as options using preferences associated with theuser account.
 15. The method of claim 14, wherein the user account ismanaged by the server that is part of the cloud service, and theelectronics of the vehicle is configured to enable sending a reservationrequest to at least one of the charge units, the server implements anapplication programming interface (API) to communicate with charge unitsor a server that has communication with charge units.
 16. The method ofclaim 14, wherein the server manages a database that includes saidpreferences for the user account and preferences for other useraccounts.
 17. The method of claim 16, wherein said preferences includepreferences for types of promotions used for determining said options ofone or more charge units.
 18. The method of claim 14, wherein a list ofone or more charge units is additionally displayed on a screenassociated with the vehicle, in addition to being output via saidspeaker.
 19. The method of claim 14, wherein the voice input isassociated with voice output, and said voice output is said audio outputby said speaker of the vehicle.
 20. The method of claim 14, wherein atleast one of the preferences is learned based on historical dataregarding one or more of past requests to identify charge units, orbased on charge obtained at specific charge units, or based on discountsused at the charge units, or a combination of two or more thereof.